Fabrik-deutz



(No Model.)

N. A. OTTO. APPARATUS FOR REGULATING- THE SPEED 0F GAS 0R OIL MOTOR ENGINES.

N0. 425,692. Paten A. 1. 15, 1890.

r UNITED STATES PATENT OEEICE.

NICOLAUS AUGUST OTTO, OF COLOGNE, ASSIGNOR TO THE GAS-MOTOREN- FABRlK-DEUTZ, OF DEUTZ-ON-THE-RHINE, GERMANY.

APPARATUS FOR REGULATING THE SPEED OF GAS OR OIL MOTOR ENGINES.

SPECIFICATION forming part of Letters Patent No. 425,692, dated April 15, 1890.

Application iiled January 25, 1890.

Serial No. 338,115. (No model.)v Patented in England December 30, 1889, No. 20,892,

and in Belgium January 17,1890,N0. 89,210.

To all whom t may concern:

Be it known that I, NIcoLAUs AUGUST OTTO, a citizen of Prussia, residing at Cologne, in the German Empire, have invented 5 new and useful lmprovedApparatus for Regulating the Speed of Gas or Oil Motor Engines, (for which l -have obtained Letters Patent in Belgium, dated January 17, 1890, No.'

89,210, and in Great Britain, by an application 1o for patent, Which patent, when granted, will bear date December 30, 1889, No. 20,892,) of which the following is a specification.

This invention relates to a mode commonly adopted for regulating the speed of gas r oil x motor engines, wherein the gas or o il vapor supply to the engine-cylinder is entirely cut off when the engine runs above the normal speed. ln apparatus frequently used for this purpose in motor-engines of the wellzo known Otto type this is effectedby mounting upon a counter-shaft a sliding sleeve having a cam, which, in the normal position of the sleeve, acts upon the gas-valve lever, so as to open the valve and admit gas to the 2 5 cylinder, but which is moved by the governor when the engine runs too fast, so that the cam misses the gas-valve lever, causing the gasvalve to remain closed. With this apparatus it sometimes happens that the sleeve 1s 3o brought into such an intermediate position by the governor that the roller of the gasvalve lever is just caught by the extreme edge of the cam, which consequently opens the valve; but .the roller, in slipping O the 3 5 edge again before the cam has completed its action, causes the valve to close prematurely, resulting in an imperfect cylinder charge and a consequent miss-fire.

The present invention has for its object to.

4o remedy this defect by preventing the possibility of the sleeve and cam assuming any such intermediate position and by rendering the governor more sensitive in reducing the resistance which it has t0 overcome. For

this ur ose the governor-lever is not connectel lpirectly to the sliding sleeve, this being acted upon at every revolution of the counter-shaft by a cam on the latter,'which, during the expelling-stroke of the engine-piston, depresses a lever (which may be the es- 5o cape-valve lever) and causes this to move the cam-sleeve through the medium of an elbowlever into the extreme position in which its cam escapes the gas-valve lever. This movement is effected against the action of aspring, 5 5 which consequently moves the sleeve back to its other extreme position as soon as it is released by the escape-valve lever, this being in its turn released by the before-mentioned cam on the counter-shaft as soon as the eX- 6o pelling stroke is completed, so that the sleeve-Cain is then brought into correct position for acting on the gas-valve lever again at the next admission-stroke. Thus the cam can only be brought into its two eXtreme positions. The governor acts upon a lever 4 which is connected by a link to a rod pivoted at one end to the engine-frame and having its free end moved into different p0- sitions by the governor, according to the 7o speed of the engine, this movement of the rod being the only work the governor has to do, so that its action is rendered very sensitive. When the engine is running too fast, the governor brings the rod into a position in which its end faces a notch on the escape-valve lever,

so that when this has been actuated by its cam, as described, so as to bring the sleevecam into the position iii which it misses the gas-valve lever, it is prevented from return- 8o ing into its original position b the rod which catches into the said notch. rlhus it will be seen that the sleeve-cam Will be held in the extreme position in which it misses the gasvalve lever until, by the reduction of speed 8 5 to the normal, the governor is made to move the end of the rod out of the path of the escape-valve lever, whereupon this can return to its original position and allow the sleevecam also to move back into the position in 9o which it acts on the gas-valve lever.

The accompanying drawings show the arrangement which it is preferred to employ in carrying out the above-described invention as applied to a gas-motor engine of the wellknown Otto class, working with a cycle of four strokes.

Figure 1 shows a front view of the apparatus; Fig. 2, a side View of the same. Figs.`3 and 4 are detail views of the cams for controlling the valve-gear and the cam-sleeve.

c is the sliding sleeve on the counter-shaft q, carrying the cam (Z, that actuates the gasvalve lever e. The sleeve is not-actuated directly by the governor a, but is moved into its two extreme positions at each revolution of the counter-shaft by the following mechanism: The lever j', which in this case is the lever actuating the escape-valve p of the engine, and is depressed for this purpose at each expellingstroke of the piston by the cam gon the counter-shaft, carries a roller n, which acts on one arm of a bell-crank lever m, Whose other arm is connected to the sliding sleeve c, so that at each expelling-stroke of the piston the lever f, at the same time, that it opens the escapevalve p, causes the sleeve c to be moved from its extreme left-hand position, (indicated by dotted lines, Fig. 1,) in which the cam CZ acts upon the lever e, so as to open the gas-Valve, intothe extreme right-hand position, (shown in full lines,) in which the cam dis quite clear of the lever e. This motion of the sleeve c is made in opposition to the pressure of a helical spring o, so that when the lever fris released by the cam gand is drawn back byits spring s the sleeve c, being no longer held by lever m and roller` n, will be rapidly pushed back into its left-hand position again, so that the cam d i can act upon the gas-valve at the next charging-stroke.

The governor a is connected to a bell-crank` lever b, which is connected by a link h and spring fr to a rod k, pivoted at its upper end to the governor-bracket and having its lower end facing a notched projection Z on the lever f. A

When the engine is ruiming at the normal speed, the governor-sleeve, being lowered, holds the lever b and rod k in such a position that the end of the latter is situated to the right hand of the notch Z, as indicated by the dotted line, Fig. l, so that the lever f is free to be acted upon by the cam g and spring s at each revolution of the shaft q in the manner described. lVhen, however, the engine runs too fast, the governor-'sleeve in rising causes the end of rod k to be brought in line with the notch Z, so that when leverf is releasedlby cam g, after being pressed down thereby, it can only inove a slight distance upward in obedience to the spring s, when it will be arrested by the rod 7c taking into the notch Z, this being the position shown on the drawings; and it will be seen that when in this position the lever f still holds the sleeve c back, so that cam. d cannot act upon the gas-valve lever, thus preventing the admission of gas to the cylinder at the next charging-stroke. At each succeeding revolution of shaft q the cam g will move lever f to a slight extent away from the rod Zo; but on being released by the cam the lever will be again stopped by rod k if the speed of the engine is still such thatthe governor retains the rod in the same position. When, however, the speed is reduced to the normal again, then at the next time that lever f is moved away from 7o by the cam the governor will move lo to the right, so as to escape the n'otch Z, and consequently lever f, in moving up its full stroke, will allow sleeve c to be moved back into the position in which cam d again opens the gas-valve. The connection of lever b with rod Zt is byv preference made somewhat elastic by means of the spring r and slotted rod h, in orderto allow of a certain amount of variation in the governors position While the rod Za is locked in the notch Z; but this is not Iabsolutely necessary, and

the rod Zo might itself form part of a lever actuated directly by the governor, thus dispensing with the lever b. 1 Although the lever f in the arrangement above described serves both foropening the escape-valve' p and for actuating the carnsleeve o, yet itmay in some cases be preferred to employ a separate lever actuated by a separate cam for this purpose. In this case the cam may be formed as indicated at g', Fig. 3 namely, so as to hold the cam-sleeve c out of gear with e during the compressing, working, and expelling strokes, and only give it liberty to move into gear during the charging-stroke, when the action of cam (Z is required. By this means the governor will in all cases be perfectly free to move the rod 7c during the said three strokes, and this will only be held d'uring the charging-stroke when the engineruns too fast. y f

When the cam g, that works the escape-valve p, is employed for the above purpose, it requires, of course, to beformed1 as shown at Fig. 4, so as under normal working to limit the out-of-gear position of the sleeve c to the time during which the valve p requires to be open, and the governor would of course in that case only be free to move therodlcduring the expelling-stroke when theen gine runs too fast.

The sleeve c might be extended in length and carry two or more cams for actuating an air-admission valve, &c., yas well as the gasvalve.

Instead of actuating the cam-sleeve c by the above-described mechanism, it might be made y stationary, and the lever 'm be made to move the gas-valve lever e laterally, so as to come alternately into or out of gear with the cam d in precisely the same manner as above described. The lever e may be made with a spring-joint or with spring action for this purpose. Lastly, the motion of the lever f can be imparted to the lever m otherwise than through the roller n-such as by a ball-audsocket joint; also, instead of causing the governor` to arrest the motion of the lever f when the engine runs too fast, it may be made to actuate a device that will hold either the bellcrank lever or the sleeve c itself in the outof-gear position.

ISO

Having' thus described the nature of my in vention and the best means I know for carrying the same into practical eect, I claim- I. In apparatus for controlling the speed of gas or oil motor engines, the combination second cam on the cam-shaftfor imparting the said to-and-fro motion to the cam-sleeve, and a rod or equivalent device actuated by the governor, so that when the engine runs too fast the said rod is brought into a position in which it holds the lever and cam-sleeve in the position in which the cam cann'ot actuate the gas-valve lever, substantially as herein described.

2. In apparatus for controlling the speed of gas or oil motor engines, the combination of a sleeve capable of sliding on the camshaft and carrying the cam that actuates the gas-valve lever, a spring tending to keep the sleeve in the position With which its cam gears with the gas-valve lever, a bell-crank lever adapted to move the sleeve out of the said position in opposition to the springs action, a second lever acted upon by a cam ou the cam-shaft and gearing with the bell-crank lever for imparting the requisite motion thereto, and a rod or equivalent device actuated by the governor, so as to be brought thereby into a position in which it arrests the second lever in the position in which the sleeve-cam is out of gear with the gas-valve lever, substantially as described.

3. In apparatus for controlling the speed of gas or oil motor engines, a sliding cam on a cam-shaft Which is urged by a' spring into the position in which it gears with the gasvalve lever and is moved in the contrary direction, so as to -be out of gear with the said lever, by a lever acted upon by a second cam on the cam-shaft and operating the sliding cam through the medium of a bell-crank lever or equivalent device, substantially as described.

4. In apparatus for controlling the speed of gas or oil motor engines, a lever operated by a cam on a cam-shaft, such lever being adapted both to open the escape-valve of the -engine-cylinderand at the same time to move the sliding cam that operates the gas-valve lever into the position in which it is out of gear With the latter, substantially as described. g

5. In apparatus for controlling the speed of gas or oil motor engines, the combination of a lever actuated by a cam for moving a sliding cam out of gear With the gas-valve lever, a pivoted rod adapted to lock With the said lever, so as to keep it in the position in Which the sliding cam is out of gear, and a lever actuated by the governor and connected to the said rod by an elastic connection, so that the governor is free to move with the bell-crank lever While the rod is locked in position, substantially as herein described.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing Witnesses, this 7th day of January, A. D. 1890.

NICOLAUS AUGUST OTTO.

Witnesses:

PET. LANGEN,

Mlheim-mathe-Rhine. WILH. SPIECKER,

Kln. 

